Railway-switch



(No Model.) SSheets-Sheet 11.

C. R. DAELLENBACH.

RAILWAY SWITGH.

No. 417,156. Patented Dec. 10 1889.

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(No Model.) a Sheets-Sheet 2.

C. R. DAELLENBACH.

RAILWAY SWITCH.

No. 417,156. Patented Dec. 10, 1889.

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3 H O A- Bw MM Lw Y EA W E N0..41'7,156. Patented Dec. 10, 1889.

Wikneoow UNTTED STATES PATENT @rmcn.

BIESNE ASSIGNMENTS, OF T\VO-TIIIRDS TO RUDOLPH GLASSER AND ,I'IENRYSOHOENEFELD'J, OF TIFSBURG, PENNSYLVANIA.

RAILWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No.417,156, dated December10, 1889.

Application filed July 24, 1889. Serial No. 318,574. (No model.)

T ctZl whom, it may concern:

Be it known that 1, CHARLES R. DAELLEN- EACH, a citizen of the UnitedStates, residing at Allegheny, in the county of Allegheny and State ofPennsylvania, have invented certain new and useful Improvements inRailway- Switches; and I do declare the following to be a full, clear,and exact description of the invention, such as will enable othersskilled to in the art to which it appertains to make and use the same.

This invention relates to certain novel and valuable improvements indevices for automatically operating railway switches, by

means of which the engineer can change a switch for a siding or a maintrack, or vice versa, at will, and at the same time cause a signal toappear indicating danger or safety, as will be fully understood from thefollowing description, taken in connection with the annnexed drawings,in which- Figure lris a side elevation of a locomotive-engine of thewell-known kind having my improved devices applied to it for enablingthe engineer in his pilot-house to a tuate the device which switches therails and moves the signals. Fig. 2 is a vertical longitudinal sectionof the steam cut-oft and reverse twin cylinder and valves, showing the 0tubular ports between these cylinders, a portion of the lower hand-rodbeing broken away.

Figs. 3 and 4 are views in detail of the handlevers usedto operate thevalves in the twin cylinders shown in Figs. 1 and 2. Figs. 5 and G aredetails of the said hand-levers, showing the locking or clutching facesfor the lovers.

Fig. 7 shows the spring on the bolt in detail for holding the saidclutches together. Fig.

8 is a vertical central section showing the vertical steam-cylinderand'its attachments,

Fig. 10 is a top lever or spider by a friction-clutch in operativeposition. Fig. 13 shows in a top view what I denominate the three-armedswinging beam and its spider base-plate. This figure also shows thelaterally-movable springrecoil or switch-bar connected by a slot and pinto one of the limbs of the said beam. Fig. ltshows a bottom view of thelever of Figs. 10' and ii. Fig. 15 is a detail top view, with coverremoved, of the connecting switch-bar which is applied between the freeends of the switch-rails, showing the two helical springs andadjusting-nuts for regulating the tension of the wire cables and keepingthem under proper tension under diiferent temperatures. Fig. 16 is aplan view of a railroad-track, showing main and siding tracksand aswitch, together with a transverse bar connected toa signaling devicearranged in the usual well-known manner, and having my improvedshifting-levers and cable-connections applied adapted to be operated bya device on a locomotive. Fig. 17 is a vertical cross-section enlarged,partly in section through the track, taken at the point indicated bydotted line a: a; on Fig. 16, indicating the devices for automaticallysignaling to the engineer of an approaching train the exactposition ofthe switch-rails S0 with respect to the main-track rails. Fig. 18

is a detail front elevation of the disk. Fig.

19 is a vertical central section through the top of my signaling device,taken in a plane at right angles to the sectional plane of Fig. 17.Figs. 20 and 2]. show two views of a wrench which is adapted for use inoperating the switch by hand independently of the device on thelocomotive.

Similar letters of referenceindicate similar 0 parts throughout theseveral figures.

Referring to the annexed drawings by let ter, A designates a locomotiveof any wellknown construction. On each side of this locomotive I applymy improveddevices for moving the switch-rails, hereinafter explained,the said devices being alike on both sides. A designates a plate orsuitable frame,which is bolted to the boiler shell or casing near thepilot-house, and to this plate A, I secure, in horizontal positions, twosteam-cylinders A A, arranged parallel to each other. These cylindershave perforations 2 in their heads, shown, for free ventilation. Theupper cylinder is provided with a pipe a, leading from the steainspaceof the steam-dome A; also with a pipe a, which leads to the smokestack,for carrying oif the exhaust-steam. 1nside of this upper cylinder A arethree packed pistons a a (L or valves, secured equidistant from eachother on an endwise-inovable rod a. The lower cylinder A is alsoprovided with three pistons or valves, fast on an endwise-movable rod,and both cylinders are connected by short pipes 11 Z), one b being usedfor conducting live steam from a chamber X into a chamber X, and theother serving for conducting exhaust-steam from a chamber X into achamber X, from which latter the exhaust-steam escapes through the pipea to the smoke-stack. Pipes a, leading from'the bottom of the twosteam-cylinders A Aicommuuicate with pipes at the upper end of verticalsteam-cylinders B, one of which is shown clearly in the sectional view,Fig. 8, and represented in position in Fig; 1, and hereinafter fullydescribed. Each one of the valverods a of the steam-cylinders A Aextends back into the pilot-house and is pivotallyconnected toahand-lever B, which is connected to a spider B secured to theboiler-shell by means of bolts 0. The spider B and the lever I? havecircular hubs c 0 formed on them, the impinging faces of which areradially serrated, forming a friction clutch or lock for holding thelever in any desired position. By means of a coiled spring 0 (indicatedin Fig. 4,) applied in a recess in the hub c of spider B and a nut'c onthe bolt 71?, the clutching-faces of the two hubs are held together withsufficient friction to prevent the lever from casually slipping after itis adjusted.

I employ a cylinder B and its attachments on each side of the bed of thelocomotive. Each'cylinder I3 is bolted to a substantial base-plate orflanged head re-ent'orced by flanges and rigidly secured to thebed-frame of the locomotive in the position shown in Fig. 1.

Extending down from the re-ent'orced portion of the base-plate B is atubular guide 13, which is slotted at d, for the purpose of receiving across-head 0, which passes dia metrically through a piston-rod B and issuitably s cured therein, and which also passes freely through thevertical slots d and is guided thereby. This pistoirrod has secured onits upper end a piston B", suitably packed, and on its lower end isapplied a concave switclrmover 0, held freely to this piston-rod byscrews or pins (1 beneath the shouldered portion of the rod. It will beobserved by reference to Fig. 8 that the mover C is free to rotate aboutthe reduced portion of the piston-rod, so that when it strikes a deviceon the roadway, hereinafter described, there will be practically no jaror concussion, for

the reason that it will turn freely about said reduced portion.

011 the lower end of the slotted guidingtube B are applied two eyes 61(Z and between these eyes and the cross-head O is applied a helicalspring (Z, the object of which is to lift the pistoir 13 after thesteam-pressure above it is removed and exhausted.

By reference to Fig. 1 it will be seen that the eyes (1 on the lowerpart of the guidetube B are secured to stirrups D, which are bolted tobeams D, forming parts of the bedframe of the locomotive. The operationof this part of my invention is as follows: At a proper time before thetrain reaches a switch, it the signal-light indicates that theswitchrails are not in proper position either for the main track or thesiding, the engineer allows steam to enter the proper cylinder B byadjusting the levers above described. This depresses the piston and itsrod B and causes the corresponding switch-mover C to be brought intosuch relation to certain switch-levers, hereinafter described, that theywill impinge thereon and change their positions without undue shock.After crossing the switch the engineer, by a simple manipulation of thelevers above described, cuts off the live-steam pressure from the boilerand allows the spring d to lift the piston and the switch-mover C out ofthe way; or he may leave the switch and signal as it was found on hisapproach in g it, the signal hereinafter explained always indicating toan engineer on an approaching train the positions of the switch eitherfor the main track or for the siding.

I will now proceed to describe the improved devices which'l apply to arailway-track at and near the switch-rails or siding and'signal-station.Fig. 16 shows a portion of 'a main track, a siding, and a switch,together with my improved appliances, which are designed to be operatedby the devices above described. E E designate the main-track rails; I F,the side-track rails; G G, the switch-rails; J J, the cross-ties, all ofwhich may be constructed and laid down in the.

usual well-known manner.

At suitable distances apart I arrange certain two-throw levers K, whichare preferably made in-the form of the figure 8, as shown in Figs. 10,14, and 16. On the main track and on one side of thesignal-supportingcrosstie J, I show three of the said figure-of-S leversK, which in practice are arranged at long distances apart, and on theopposite side of said cross-tie J, I show only a single lever K. I alsoshow three of these levers K arranged a's follows: one near theswitch-rails at G and two on the siding-track. These levers are allarranged between the rails,- or preferably in the center of the track,so that they shall be struck and operated by the switch-turner O oneither side of a locomotive moving toward the signal or switc'hsta tionfrom the right hand or the left, as the bles V.

engineer may desire. Each lever K provided on its lower side with apulley or eylindrical hub 2F, having radial serrations 3', adapted toengage with similar serrations s, formed on the upper side of a spiderK, which latter is rigidly secured to the crossties J. Through the saidlever and spiderhub passes a bolt 7a, which receives a nut 011 its lowerend, and also a lockingspring s to prevent the nut f1 om turningbackward and working loose, and which is seated inside of the spider K,and also tends to hold down 'the lever K, but allows it to be shiftedabout its vertical axis either to the right or left. I thus apply toeach lever K a friction-clutch which will positively hold the leverafter adjustment, but allow it to be shifted about its axis when struckby the device 0, above de scribed.

It will be observed that I employ ropes or cables V for the pulleys ofthe levers K on the main track, and also for the similar pulleys of thelevers on the siding and switch rails. The cables V are attached to thepulleys p by means of lugs m 'm and knots and the two cables areattached to the arms of a horizontal vibrating beam H which is pivotedby a vertical bolt 6 to a spider G secured to the cross-ties J. The armG of this beam H is provided with a slot 31 which receives a verticalpin 15, that passes through this slot and into a slot in the rod L.(Shown in Figs. 13, 15, and 17,)

L designates an equalizing-rod provided with a slotted yoke y andcollars h h. This rod is free to receive endwise play through guides yy, and between these guides and collars springs S are compressed, theobjects being to hold the yoke under equal right and left tension whenthe switch is in a normalposition; also to prevent shockwhen the leversK are struck by the device (1;. also to compensate for expansion andcontraction of the ca; The rod L is connected by a link L to the lowerend of a T-shaped lever Z, pivoted to the hollow standard K of thesignal by a horizontal pivot. (Shown in Fig. 17 To the arms of thisT-shaped lever Z are attached the lower ends of a rag-chain n,whichpasses over a flanged chain-drum n, keyed on a horizontal shaft P,journaled in the up per part of the fixed half of the cylindricalsignal-box N. The shaft P has suitably keyed on it inside of the wallsof the box two circular plates T T, having perforations diametricallyopposite each other and coinciding, as shown in Fig. 19, whichperforations are covered with colored glasses R W, indicated red andwhite, danger and safety.

The cap of the signal-box is hinged at i on one side thereof, and shouldbe provided with a suitable lock 1' for preventing tampering with theinterior of the box. Inside of this box is a stationary shelforlamp-stand S, suitably secured to the fixed pedestal or to the lowercircular half of the signal-box and adapted to support a lamp L It willbe seen that I employ, in combination with one or both disks, a studwhich is designed to stop the illuminated disks in proper position withrelation to the apertures through the sides of the hinged cap of thesignal-box.

It will be observed from the foregoing, first, that if the engineer on atrain moving on the main track toward the switch. in the direction ofthe arrow (indicated in full lines, Fig. 16) finds the switch set forthe siding by the red light signal R, he will depress the rightswitchturner C on that side of the locomotive, thereby shifting the switch forthe main-track rail, as indicated in Fig. 16.

Should a train be approaching the switch in the direction indicated bythe dotted arrow on Fig. 16, and the engineer desires to run on the maintrack, if the signal indicates red or danger, he simply depresses theright-switch mover C and shifts the switch for the main track, leavingthis track clear; 01', again, when'a train is running wild and is goingon the siding the engineer can depress the right-switch mover and adjustthe switch and signal so as to indicate to any train running on the maintrack the white signal, or safety. i

\Vhen it is desired to operate the switch and signal by hand, thekey-lever shown in Figs. 20 and 21 may be used, one end of the pivotalstem Z" being extended and squared to receive the socket of said lever,which should always be carried by the engineer in his cab.

Having described my invention, whatl claim, and desire to secure byLetters Patent,

1. The combination, with a locomotive, of twin steam and exhaustdevices, hand-levers for actuating the same, and vertical steameylindersprovided with spring-actuated pistons having switch-rail shifters on thelower ends thereof, as specified.

2. The combination, with a locomotive, of the twin cylinders eachprovided with three pistons or valves and steam outlet and inlet pipes,the rectilinear movable valve-stems connected to hand-levers, thevertical steamcylinders provided with pistons, the verticallymovablepiston-rods provided with anti-friction switch-movers O, andlifting-springs for said pistons and rods, all as specified.

3. The combination, with the steam-cylinders, their pistons and rods,and the handlevers for moving the same, of the pivotal bolts andserrated spring-actuated frictional clutches connecting said levers totheir supports, substantially as specified.

4. The combination,with a locomotive provided with one or more steamswitch-movers. C, of twin cylinders having perforated heads for freeventilation, each cylinder being provided with three pistons and a rodand handlever for moving the same, and each cylinder being also providedwith live-steam inlets and exhaust-steam outlets, as specified.

5. The combination, with a locomotive, of cylinders having live-steaminlets and exhaust-steam outlets, and a vertical steamcylindercommunicating therewith, having a spring and steam actuated piston-rodprovided with a rotative switch-rail mover, as specified.

6. The combinatiomwith a locomotive and a switch-mover, of the twinsteam-cylinders A A, the cylinder A provided with a livesteam pipe at,and an exhaust-steam pipe (1., the cylinder A provided with similarpipes, and both cylinders having perforated heads, and three pistons orvalves connected to each hand-lever, substantially as and for thepurposes specified.

7. The combination, with a locomotive having live and exhaust steamvalves, of a vertical steam-cylinder provided with a springactuatedpiston having on its guide-rod a rotative switch-moving device 0, asspecified.

8. The combination, with alocomotive, of a vertical steam-receivingcylinder, a piston working therein, a piston-rod bearing on its lowerend, a rotative switch-mover, a slotted tubular guide for said piston, across-head applied thereto, and a spring between the said cross-head andthe eyes d all as specified.

9. The combination, for the purpose described, of the steam-cylinder B,provided with a steam-inlet through its head, a per-' forated base B avertically-slotted guidingtube having eyes'at its lower end, a crosshead0', freely movable in the slots of said tube and secured to the rod B ofa piston B a switch-mover C on the lower end of said rod, and arecoil-springbetween the said crosshead and eyes, all as specified.

10. The combination, with a bed-frame of a locomotive, of a stirrup D,and a verticallymovable steam and spring actuated piston having on thelower end of its rod a switchmover, as specified.

11. The combination, with a main railwaytrack, a side track, andswitch-rails, arranged substantially as described, of a system oftwothrow self-locking levers arranged between the rails of said tracksand switch, a springsurrounded lever adapted to switch the free ends ofthe switch-rails, and ropes or cables connecting said locking-levers tosaid lever, substantially as specified.

12. The combination, with the main track, the siding, and theswitch-rails, of the levers K, provided with pulleys having lugs m m,the radially-serrated frictional locking devices, the spring-actuatedbolt holding the said levers to their spider-supports, and the knottedcable engaging with said pulleys, as specified.

13. The open or 8-shaped levers having the serrated pulley-hubs 17 incombination with the spider-bearing K, also having serrated hubs, thespring-actuated bolt, and a locking device for this bolt, substantiallyas described.

14. The combination, in a railway-track, as specified, of a series ofautomatically-locking levers adapted to be actuated by a switchmover ona locomotive, a vibrating lever, the connecting cables therefor, and anoperating spring-cushioned bar connected to the free ends of theswitch-rails and to a signaling device, all as specified.

15. The combination, with the switch-rails, of the vibrating lever,actuated as described, having a slotted limb G the signal-bar L, yokedand slotted, as described, the compensating springs S and a signalingdevice connected by a rod or link L to said bar L, as and for thepurposes specified.

16. The combination, with the switch-rails, the connecting-bars thereofactuated by levers and cables, as described, of the T-shape'd lever Z,the chain a, connected to the arms of this lever, the chain-pulley n,the perforated colored-light disks keyed on the shaft of said pulley,and the signal-standard having a subdivided signal-box provided with-astationary lamp-stand, all as specified.

17. The combination, with a hollow signalstandard having asubdividedsignal-box provided with perforations or windows through itshinged'portion, of the oscillating disks provided with colored glasses,and a stationary lampstand, arranged as described.

In testimony whereof I affix my signature in presence of two witnesses.

OH. R. DAELLENBACH. Vitnesses:

HENRY J. SEUBERT, J M. SEUBERT.

